Management device for railway storage battery, management method for railway storage battery, and management system for railway storage battery

Abstract

The purpose of the present invention is to improve the aging performance of a plurality of storage battery unit elements by converging variations in age deterioration of the plurality of storage battery unit elements mounted on a railway vehicle. One representative of the present invention is a management device for a railway storage battery, which manages a plurality of storage battery unit elements exchangeably mounted on a railway vehicle, the management device comprising: an in-operation storage battery information acquisition means for acquiring information about the deterioration levels of the plurality of storage battery unit elements mounted on the railway vehicle in operation; an in-storage storage battery information acquisition means for acquiring information about the deterioration levels of a plurality of storage battery unit elements stored outside the railway vehicle; and a storage battery management information display means for displaying information about the deterioration levels of the plurality of storage battery unit elements in operation and in storage.

Description

Railway storage battery management device, railway storage battery management method, and railway storage battery management system

[0001] The present invention relates to a management device for railway storage batteries, a management method for railway storage batteries, and a management system for railway storage batteries.

[0002] In recent years, battery electric multiple units (BEMUs), which are powered by a combination of storage battery modules made up of Li-ion batteries, have been increasingly adopted for railway vehicles. However, because storage batteries involve chemical reactions in their power storage operation, repeated chemical reactions can cause deterioration of the storage battery modules over time.

[0003] Patent Document 1 describes a remote monitoring system for storage batteries mounted on railway vehicles. The ground server of this remote monitoring system includes a data storage unit that stores operation history data of the storage batteries received from a plurality of storage battery systems, an operation history data analysis unit that analyzes the operation history data stored in the data storage unit and calculates parameters necessary for predicting deterioration of the storage batteries, and a lifespan prediction unit that predicts the lifespan of the storage batteries in each storage battery system using the parameters calculated by the operation history data analysis unit and the operation history data received from each storage battery system.

[0004] Patent Document 2 describes a power control device that includes multiple secondary batteries connected to an electrical device and whose charge and discharge states are controlled independently of each other, and a fuel cell connected to the multiple secondary batteries and charging each of the secondary batteries. This power control device includes control means for selecting a secondary battery to be discharged and a secondary battery to be charged from among the multiple secondary batteries, and for controlling the discharge state from the secondary battery to the electrical device and the charge state from the fuel cell to the secondary battery to be charged. The power control device also includes electrical output control means for increasing or decreasing the electrical output of the fuel cell to be charged based on the rate at which the charge rate of the secondary battery to be discharged decreases.

[0005] International Publication No. 2022 / 181680 Japanese Patent Application Laid-Open No. 2014-79064

[0006] The inventors of the present application have conducted extensive research into improving the aging performance of storage batteries mounted on railway vehicles, and have come to the following findings.

[0007] Operating a battery-powered electric train on a given route requires a huge battery capacity. For this reason, battery-powered electric trains are equipped with a huge number of battery cells, even compared to electric vehicles. For example, a battery system that drives a traction motor has several hundred battery cells connected in series to generate a voltage of about 1500 V, and several battery cells connected in parallel to generate a current of about 300 A. In other words, a battery system that drives a traction motor may include, for example, several thousand battery cells. Generally, multiple battery systems are installed in a battery-powered electric train consisting of multiple cars.

[0008] Furthermore, the aging performance of the vast number of battery cells installed in battery trains is not uniform. Variations in the quality of the battery cells when they are produced, as well as variations in the environment and method of use, cause the aging performance of each battery cell to deteriorate, resulting in variations in performance.

[0009] When the performance of a single battery cell deteriorates over time (typically, the internal resistance of the battery cell increases, causing the voltage across the cell to rise when current flows), the performance of the other battery cells connected in series also deteriorates (typically, current becomes less able to flow through the battery cell that has become unusable, resulting in less current flow through the entire battery cell series). When a group of battery cells connected in series becomes unusable, a load is placed on the group of battery cells connected in parallel with it (typically, current becomes less able to flow through the series including the unusable battery cell, resulting in current being distributed to the other series groups connected in parallel), accelerating deterioration over time. In this way, the deterioration of the battery system accelerates. In other words, the performance of a battery system is affected by the battery cell with the poorest performance among the numerous battery cells included in the system.

[0010] Furthermore, if one battery cell becomes unusable due to deterioration over time (typically, the battery capacity decreases and the charge amount becomes insufficient for operation on a specified route), the other battery cells connected in series also become unusable (typically, the amount of electricity stored in the unusable battery cell drops significantly, and in order to prevent the battery cell from running out of electricity, the entire series-connected battery cells become unable to discharge current). Furthermore, if one group of series-connected battery cells becomes unusable, the entire series-connected battery cells connected in parallel to it also become unable to discharge current. In other words, the aging performance (capacity degradation) of a battery system is affected by the battery cell with the poorest aging performance among the vast number of battery cells included in the system.

[0011] On the other hand, battery-powered trains operate on specified routes in specified patterns, so the standard deterioration patterns of the battery systems (battery cells) installed on them can be predicted, compared to electric vehicles, which are used in completely different ways.

[0012] Therefore, if the deterioration patterns of all battery systems used on a certain railway line can be converged to the standard deterioration pattern for that line, in other words, if the battery cell with the poorest aging performance among the battery cells included in the battery system can be converged to the standard deterioration pattern, the battery system can be used for a long time on that railway line. In other words, it would ideally be possible to continue using all battery cells included in the battery system to the limit of their aging performance. Even if it is not possible to converge all battery cells to the standard deterioration pattern, if the deterioration patterns can be converged to the standard deterioration pattern for each battery module, such as a battery module composed of multiple battery cells, the aging performance of the battery system can be improved to a practically sufficient extent.

[0013] An object of the present invention is to converge variations in the deterioration over time of a plurality of storage battery unit elements mounted on a railway vehicle, thereby improving the aging performance of the plurality of storage battery unit elements.

[0014] In order to solve the above-mentioned problems, one representative aspect of the present invention is a railway battery management device that manages a plurality of storage battery unit elements replaceably mounted on a railway vehicle, and includes: an in-operation battery information acquisition means for acquiring information regarding the deterioration levels of a plurality of storage battery unit elements mounted on a railway vehicle in operation; a stored battery information acquisition means for acquiring information regarding the deterioration levels of a plurality of storage battery unit elements stored outside the railway vehicle; and a storage battery management information display means for displaying information regarding the deterioration levels of a plurality of storage battery unit elements in operation and in storage. Preferably, the storage battery management information display means displays information regarding the variation in the deterioration levels of the plurality of storage battery unit elements, displays a replacement plan for a plurality of storage battery unit elements that will reduce the variation in the deterioration levels of the plurality of storage battery unit elements mounted on a certain railway vehicle, and displays a replacement proposal for a plurality of storage battery unit elements before one of the plurality of storage battery unit elements mounted on a certain railway vehicle reaches a predetermined deterioration level.

[0015] According to the present invention, it is possible to appropriately replace a plurality of storage battery unit elements replaceably mounted on a railway vehicle and a plurality of storage battery unit elements stored outside of a railway vehicle in operation so as to reduce variations in the degree of deterioration, thereby improving the aging performance of the plurality of storage battery unit elements, ensuring stable power storage performance, and enabling long-term use. In other words, it is possible to level out the operating rates of the plurality of storage battery unit elements and enable efficient operation.

[0016] 11. A conceptual explanatory diagram for explaining a storage battery circulation system. A diagram showing a storage battery data management means for upcycling a storage battery system. A block diagram showing the configuration of a drive system of an actual vehicle when the storage battery of the actual vehicle is composed of multiple storage battery systems. A diagram showing the internal configuration of a storage battery system. (a) is a diagram showing the configuration of a controller that collects data from the storage battery system. (b) to (c) are diagrams showing necessary data required as quality data of the storage battery. A diagram showing an example of an ID system that enables traceability. A diagram showing an example of an ID system that enables traceability. A table summarizing the ID address system of the ID system. A step diagram showing the maintenance and replacement process of a storage battery system. A diagram showing an overview of a storage battery unit replacement method according to the first embodiment. A flow diagram showing the maintenance and replacement process of a storage battery system. A diagram explaining S102 of FIG. 11 in more detail. A diagram explaining S119 and S120 of FIG. 11 in more detail. A diagram showing the configuration of a model (simulation model) that simulates the charge and discharge operations of a storage battery system. 12A to 12B are diagrams showing variations in the capacity maintenance rate (SOHq) of storage battery modules.

[0044] FIGS. 12A to 12B are diagrams showing variations in the capacity maintenance rate (SOHq) of storage battery modules actually used.

[0045] FIGS. 12A to 12B are diagrams showing a method for ranking storage battery modules according to their capacity maintenance rate (SOHq).

[0046] FIGS. 12A to 12B are diagrams showing storage battery information recorded when a digital twin is used to predict performance degradation of storage battery modules in operation and the storage battery modules are divided into three ranks, characteristic A, characteristic B, and characteristic C, in S211.

[0047] FIGS. 12A to 12B are diagrams showing storage battery information for storage battery modules in storage recorded when a storage battery module reconfiguration plan is created after a storage battery module reconfiguration trial is performed in S212.

[0048] FIGS. 12A to 12B are diagrams showing storage battery information for checking whether a stored storage battery module is ready for replacement in S104 of FIG. 11.

[0049] FIGS. 12B to 12C are diagrams showing storage battery information for checking the position (arrangement) of a storage battery module after replacement in S110 of FIG. 11. 10A and 10B are diagrams comparing the arrangement of storage battery modules before and after rearrangement of the storage battery modules.1 is a diagram showing the temperature distribution when a storage battery module is used. (a) is a diagram showing a determination method for ranking based on the temperature when the storage battery module is used. (b) is actual temperature data used to create the graph of (a). (b) is a diagram showing storage battery information of a storage battery module managed by a storage battery data management means. (c) is a diagram showing the arrangement of storage battery modules after recombination in a second embodiment.

[0017] Hereinafter, an embodiment of the present invention will be described in detail with reference to the accompanying drawings. FIG. 1 is a conceptual diagram illustrating a storage battery circulation system. In this example, storage batteries are used by a business operator. The business operator is a railway company (operation department), which installs storage batteries in vehicles and uses them as a power source. Therefore, in this case, the railway company (operation department) can also be said to be the storage battery application destination. Maintenance and replacement of storage batteries is performed in units of storage battery units, which house multiple storage battery modules. As will be described in more detail later, multiple storage battery units are housed in a storage battery system (storage battery box, box), and each storage battery system (storage battery box, box) is controlled individually.

[0018] Battery units are serviced by battery hardware technicians. Based on requests from battery hardware managers, battery hardware technicians perform maintenance by disassembling the battery unit and replacing the battery modules that make up the battery unit. Figure 1 illustrates this work as battery hardware maintenance. The battery unit to be serviced is removed from the vehicle as a service recovery unit and sent to the battery manager. The battery hardware technician then performs battery hardware maintenance on the service recovery unit. After maintenance, the battery unit is sent to the service provider as a serviced unit and is installed back into the vehicle for use.

[0019] The battery units are managed by a battery hardware manager. The battery hardware manager has ownership of the battery units. The battery hardware manager collects battery units from businesses as needed (unit collection). The battery hardware manager also supplies battery units to businesses as needed (unit supply). Unit collection is the route taken when a battery unit has reached its usage limit due to aging or other reasons and needs to be overhauled and serviced. Unit supply is the route taken when sending new battery units or storage battery units that have been overhauled and serviced to businesses.

[0020] The storage battery units owned by the battery hardware manager are further collected and supplied by the battery hardware supplier. The battery hardware supplier produces and upcycles the storage battery units. In "production," the battery hardware supplier collects the storage battery units from the battery hardware manager (unit collection) and disassembles them into storage battery modules (unit disassembly). Note that it is also possible to collect only the storage battery modules from the battery hardware manager. Alternatively, the battery hardware supplier produces storage battery units using refurbished storage battery modules (unit assembly). The produced storage battery units are supplied to the battery hardware manager (unit supply). In "upcycling," the battery modules are collected (module collection) and the cell materials are regenerated (cell material regeneration). This results in the regeneration of the storage battery modules (module regeneration), and the regenerated storage battery modules are supplied for the production of storage battery units (module supply).

[0021] In addition, a battery hardware maintenance person may supply a battery unit to a battery hardware manager (maintenance unit supply), and the battery hardware manager may collect the battery unit from the battery hardware maintenance person (maintenance unit collection).

[0022] Battery data management is carried out between the business operator, battery hardware maintainers, battery hardware managers, and battery hardware suppliers using a battery management means having a server or the like for managing batteries. Battery data management involves, for example, managing data on the products (batteries) and battery materials. Specifically, operational and quality data on battery units is exchanged with the business operator. When a battery data manager submits a maintenance proposal, the proposal is sent to the business operator, and a response is provided with the date and time of the maintenance proposal. Information on unit maintenance and unit inspections is also exchanged between the business operator and battery hardware maintainers. Battery module specifications (module specifications), battery unit specifications (unit specifications), and analysis reports are also exchanged with the battery hardware supplier. Records of unit supply and recovery, maintenance, and analysis reports are also exchanged with the battery hardware manager. The battery data management carried out by the battery management means is based on Battery Passport (product and material data management), which records information related to the battery's life cycle, from material procurement to recycling. The business operator, battery hardware maintenance personnel, battery hardware manager, and battery hardware supplier access the battery management means to share information. The battery management means is, for example, a server computer that manages battery data. The business operator, battery hardware maintenance personnel, battery hardware manager, and battery hardware supplier each have a terminal device, such as a personal computer (PC), which is connected to the battery management means via a network. The business operator, battery hardware maintenance personnel, battery hardware manager, and battery hardware supplier then use this terminal device to access the battery management means to send and receive necessary information and share the information. A system that realizes this information sharing and realizes a battery circulation system can also be said to be a battery management system that manages batteries.

[0023] FIG. 2 is a diagram showing a battery data management means 18 that upcycles a battery system. The battery data management means 18 may be provided in the battery management means of FIG. 1, for example. Here, the route is classified into three categories: depot, electrified section, and non-electrified section, and information is transmitted and received from each route. That is, the route is classified into route (depot) 17a, route (electrified) 17b, and route (non-electrified) 17c, and information is transmitted and received. A plurality of actual vehicles 11 run on a rail or other track 15. If the actual vehicles 11a to 11e (or 11 if no distinction is necessary) are electric vehicles, a power supply unit 16 such as an overhead line supplies power to the traction system and auxiliary equipment 118 (see FIG. 3) such as lighting and air conditioning. Furthermore, if power can be supplied to the traction system and auxiliary equipment from an engine, a power generation device such as a fuel cell, or a power storage unit such as a storage battery, instead of an electric vehicle, the power supply unit 16 is not required. The actual vehicle 11 is not limited to a single vehicle, and may be a train consisting of multiple vehicles connected together. The rails 15 may be arranged in parallel to form a double-track section where trains going in different directions, such as up and down, can run simultaneously.

[0024] The actual vehicle 11 transmits and receives information via wireless communication with the wide-area information transmission base 33. Here, the wireless communication may be a mobile communication system such as a fifth-generation mobile communication system (5G) that is designed to allow continuous communication while moving within multiple limited communication ranges. The information transmitted and received by the wide-area information transmitting and receiving unit 32a is aggregated in the wide-area information transmitting and receiving unit 32a and connected to the battery data management means 18 via a wide-area information transmission path 31 such as the Internet.

[0025] Furthermore, the actual vehicle 11 transmits and receives information via wireless communication with an in-area information transmission and reception base 36. The in-area information transmission and reception base 36 is installed at a station, a vehicle depot, etc., and enables wireless communication with the parked actual vehicle 11. For this reason, wireless LAN, Bluetooth (registered trademark), infrared communication, etc., which are suitable for short-range inter-device communication, can be applied. The information transmitted and received at the in-area information transmission and reception base 36 is collected by an in-area information transmission and reception unit 35a, an in-area information transmission path 34, and a wide-area information transmission and reception unit 32a, and connected to the storage battery data management means 18 via a wide-area information transmission path 31 such as the Internet.

[0026] The battery data management means 18 performs upcycling of the hardware and software. Specifically, it receives actual driving data from the actual vehicle 11 via wireless communication via the wide-area information transceiver 32a, the local area information transceiver 35a, and the local area information transmission and reception base 36. At this time, actual driving data is received for each route (depot) 17a, route (electrified) 17b, and route (non-electrified) 17c. The received actual driving data (received data) is then compared with a simulation by the simulation vehicle means 181a provided in the data analysis means 181. Then, using the comparison results, an upcycling evaluation is performed in the battery reconfiguration decision 181b. Furthermore, based on the upcycling evaluation, a module reconfiguration plan 182, which is an upcycling of the hardware of the battery system, and a control parameter optimization 183, which is an upcycling of the software of the battery system, are executed. The module reconfiguration plan 182 is, for example, maintenance or updating of the battery system. Maintenance and updates of the battery storage system are expected to be carried out on actual vehicles 11 parked on the route (depot) 17a in particular. Furthermore, the control parameter optimization 183 is, for example, updating of the control software that controls the battery storage system or the control software that controls the drive system powered by the power from the battery storage system. The control parameters of the control software may be updated. In conjunction with the maintenance and updates of the battery storage system, the control software is updated to software suitable for the maintained or updated battery system. The control of the battery storage system is often affected by the most deteriorated battery included in the battery storage system, but since there are no more significantly deteriorated batteries, more efficient control becomes possible. It is also possible to implement control that can further reduce power usage or that can further suppress deterioration of the batteries over time, depending on the state of the battery storage system.

[0027] 3 is a block diagram showing the configuration of the drive system of the actual vehicle 11 when the storage battery of the actual vehicle 11 is composed of multiple storage battery systems. The actual vehicle 11 uses the actual vehicle control unit 13 to control the main on-board devices, namely, the main transformer 121, the drive control unit 122, the main circuit storage battery 123 composed of multiple storage battery systems, namely, storage battery system (1) 123a, storage battery system (2) 123b, and storage battery system (3) 123c, and the auxiliary power supply (APS_DC / AC) 124. The AC / DC converter 122a and the DC / AC inverter 122b are collectively referred to as the drive control unit 122. The drive control unit 122 controls the drive of the traction motor 117.

[0028] The AC voltage detector (ACPT) 131 is disposed between the current collector 111 and the primary winding of the main transformer 121, and inputs a detected voltage signal to the actual vehicle control unit 13 for control. The AC current detectors (ACCT) 132a to 132e input detected current signals to the actual vehicle control unit 13 for control. A DC unit (DC stage) is formed between the AC / DC converter 122a and the DC / AC inverter 122b, and DC voltage signals detected by the DC voltage detectors 133a and 133b are input to the AC / DC converter control unit 142a and the DC / AC inverter control unit 142b, respectively, for control.

[0029] The actual vehicle control unit 13 includes a train information control unit 141, an AC / DC converter control unit 142a, a DC / AC inverter control unit 142b, a storage battery control unit 143, and an auxiliary power supply control unit 144. The actual vehicle control unit 13 is controlled by a higher-level control unit such as an operation command unit. The higher-level control unit is the driving entity, and refers to the traffic management system and the driver. The actual vehicle control unit 13 includes control software, exchanges control signals with the higher-level control unit, and controls the lower-level controlled units as intended.

[0030] The main circuit battery 123 and the auxiliary power supply 124 are connected to the DC section between the AC / DC converter 122a and the DC / AC inverter 122b. DC voltage detectors 133c to 133d and DC current detectors 134a to 134c are connected to these, and DC voltage signals detected by these are input to the actual vehicle control unit 13 for control. Note that the main circuit battery 123 is made up of a storage battery system (1) 123a, a storage battery system (2) 123b, and a storage battery system (3) 123c, and therefore the DC current detector 134b consists of three DC current detectors 134b1 to 134b3.

[0031] The battery control device 143 controls the main circuit battery 123. The auxiliary power control device 144 controls the auxiliary power supply 124 and the auxiliary equipment 118. DC voltage detectors 135a and 135b are connected to the auxiliary equipment 118, and the DC voltage signals detected by these detectors are input to the actual vehicle control unit 13 for control. This configuration makes it possible to collect the following data: AC / DC converter: control frequency, input current / voltage, output current / voltage, power unit temperature estimate DC / AC inverter: control frequency, input current / voltage, output current / voltage, power unit temperature estimate Auxiliary power supply: control frequency, input current / voltage, output current / voltage, power unit temperature estimate Main circuit battery: charge / discharge current, voltage, SOC, SOH, cell temperature Train information control device: status of each device, occupancy rate, air / room temperature

[0032] Also shown here is a case where the train information control device 141 is connected to a display 150 and an antenna 160. The display 150 displays collected data. This data includes, for example, the control frequency, input current / voltage, output current / voltage, and power unit temperature estimate of the AC / DC converter and DC / AC inverter described above. The antenna 160 communicates with the wide-area information transmitting / receiving unit 32a, the local area information transmitting / receiving unit 35a, and the local area information transmission / reception base 36 described in FIG. 2. Note that the display 150 is not necessarily required for the actual vehicle 11.

[0033] The train information control system 141 includes a controller 141a and routers 141b1, 141b2, 141b3, and 141b4. The controller 141a controls the AC / DC converter control unit 142a, the DC / AC inverter control unit 142b, the storage battery control unit 143, and the auxiliary power supply control unit 144. The routers 141b1, 141b2, 141b3, and 141b4 collect data from the AC / DC converter control unit 142a, the DC / AC inverter control unit 142b, the storage battery control unit 143, and the auxiliary power supply control unit 144, respectively, and output control signals from the controller 141a.

[0034] FIG. 4 shows the internal configuration of a battery system. A battery system is also called a battery box. A battery system includes multiple battery units connected in series, and these battery units are further connected in parallel. Each battery unit is composed of multiple battery modules. Although not shown, each battery module is composed of multiple battery cells. In FIG. 4, the multiple battery units connected in series are referred to as a series unit U. This also shows that multiple series units U are connected in parallel. Each series unit U is equipped with a current detection means. A DC voltage detection means (DCPT) detects the output voltage of the battery system (series unit U). A current control means controls the output current of the battery system. A controller for the battery system controls the current control means based on the current detection means and the DC voltage detection means. This allows continuous control of the flow and interruption of the output current of the battery system. The current control means may be a circuit breaker that switches between flow and interruption.

[0035] FIG. 5(a) is a diagram showing the configuration of a controller that collects data from the storage battery system. As described in FIG. 3, the main circuit storage battery 123 is composed of multiple storage battery systems. The multiple storage battery systems are, for example, storage battery system (1) 123a to storage battery system (3) 123c in FIG. 3. Each storage battery system is composed of multiple storage battery units. Each storage battery unit is further composed of multiple storage battery modules. Each storage battery module is further composed of multiple storage battery cells.

[0036] Each storage battery system is equipped with a box controller. Each storage battery unit is equipped with a unit controller. Each storage battery module is equipped with a module controller. Each storage battery cell is equipped with a cell controller. The box controller, unit controller, module controller, and cell controller are equipped with a communication I / F (communication interface, shown as "Communication" in FIG. 5A) and a tag. The communication I / F exchanges data with these controllers. The tag contains tag information such as the model and model number of the storage battery system, each storage battery unit, storage battery module, and storage battery cell, allowing the source of collected data to be identified. The tag information can also be an ID shown in FIGS. 6 and 7 (described later). The data acquired by these controllers is collected by a controller in the main converter, and further acquired by a controller in the vehicle information control device, and then sent to the storage battery data management means 18 using wireless communication as described in FIG. 2. Wireless communication can be, for example, over-the-air (OTA) cloud communication. In FIG. 5A, data can also be sent to the storage battery data management means 18 using the data transmission means of the storage battery unit. This is used, for example, when it is desired to acquire data on the storage battery unit during storage. This makes it possible to understand changes over time due to storage. In this case, either wired communication or wireless communication may be used. However, in this case, it is desirable to be able to acquire data without connecting to an external power source. Therefore, it is desirable that the data transmission means of the storage battery unit be configured with, for example, near field communication (NFC) or the like.

[0037] 5(b) and 5(c) show necessary data required as quality data for a storage battery. Of these, FIG. 5(b) shows necessary data acquired from a vehicle information control device. Here, the data corresponding to No. 1 to No. 10 and indicated as "item" are necessary data. That is, the necessary data includes tag information (model, model number), unit SOH (State of Health: SOH of the storage battery unit; module SOH) (SOH of the storage battery module), unit voltage (voltage of the storage battery unit), unit current (current of the storage battery unit), module voltage (voltage of the storage battery module), module current (current of the storage battery module), cell voltage (voltage of the storage battery cell), cell current (current of the storage battery cell), and cell / module temperature (temperature of the storage battery cell or storage battery module). Note that "Remarks" is a remarks column. Here, tag information (model, model number) is periodically transmitted, and unit SOH is acquired every 1 second.

[0038] FIG. 5(c) is a diagram showing the necessary data acquired from the storage battery unit. Here, the data indicated as item, corresponding to No. 1 to No. 5, is the necessary data. That is, the necessary data includes tag information (model, model number), unit voltage, which is the voltage of the storage battery unit, module voltage, which is the voltage of the storage battery module, cell voltage, which is the voltage of the storage battery cell, cell current, which is the current of the storage battery cell, and cell / module temperature, which is the temperature of the storage battery cell or storage battery module. Note that "Remarks" is a remarks column. Here, the tag information (model, model number) is "on demand," meaning that it is acquired upon request from an administrator or the like.

[0039] Figures 6 and 7 show examples of ID systems that enable traceability. Figure 6 shows an example of an ID system for storage battery modules and above. That is, Figure 6 shows an example of an ID system for a storage battery system, storage battery units that constitute the storage battery system, and storage battery modules that constitute the storage battery units. Figure 7 shows an example of an ID system for storage battery modules and below. In this case, an example of an ID system is shown for a storage battery module, a storage battery module case that is the case for the storage battery module, storage battery cells that constitute the storage battery module, a cell controller, a cell case that is the case for the cell, positive electrode materials for the cells, and negative electrode materials for the cells. This ID system assigns IDs to each element of the storage battery system, parts, and materials in a hierarchical structure, and allocates and manages electronic medical record information for all IDs. Furthermore, the electronic medical record includes medical record information (upper components, lower components) that allows parent-child relationships to be traced.

[0040] Specifically, in FIG. 6, IDs are assigned to each storage battery system, each storage battery unit, and each storage battery module in a hierarchical structure. In this case, the ID of the storage battery system is A. The IDs of the storage battery units that make up this storage battery system are A-U1, A-U2, and A-U3. Furthermore, for example, the IDs of the storage battery modules that make up a storage battery unit with ID A-U1 are A-U1-MD11, A-U1-MD12, A-U1-MD21, ..., and electronic medical records corresponding to these IDs are assigned. Each electronic medical record is assigned medical record information α to δ. This electronic medical record has medical record information β and γ as medical record information that traces the parent-child relationship. Medical record information β is information that indicates the parent, or higher-level component. Medical record information γ is information that indicates the child, or lower-level component. Medical record information α is history information that includes size, mass, characteristics, and usage history. The medical record information δ is information indicating linked data that records the size, mass, characteristics, and usage history.

[0041] In addition, in FIG. 7 , IDs are assigned in a hierarchical structure to each storage battery system, each storage battery unit, and each storage battery module. IDs are assigned in a hierarchical structure to each storage battery module, storage battery module case, storage battery cell, cell controller, cell case, cell positive electrode material, and cell negative electrode material. In this case, the "*" is replaced with the ID of the storage battery unit that contains the storage battery module. For example, if the ID of a storage battery unit is A-U1, the ID *-MD11 shown in the figure as the ID of the storage battery module that constitutes this storage battery unit is actually A-U1-MD11. Furthermore, the IDs of the storage battery module case, storage battery cell, cell controller, cell case, cell positive electrode material, and cell negative electrode material are respectively *-MD11-1, *-MD11-2, *-MD11-3, *-MD11-1-1, *-MD11-1-2, and *-MD11-1-3.

[0042] Figure 8 is a table summarizing the ID address structure of the ID system. Here, the ID address structure has a four-layer structure, which are illustrated as No. 1 to No. 4. The layer structure is divided into layers for each target component, and each layer represents a battery system (battery box, box), a battery unit (unit), a battery module (module), and a battery cell (cell). IDs are expressed as relative addresses based on the on-board image. IDs are assigned to a time position and a spatial position. This allows specific equipment and components to be identified. A time position is a combination of a date and time. A spatial position is a combination of a train set, a battery system (battery box, box), a battery unit (unit), a battery module (module), and a battery cell (cell). A train set refers to the train set of an actual vehicle 11. This table illustrates the target component IDs assigned according to these rules.

[0043] Figure 9 is a step diagram showing the maintenance and replacement process for a storage battery system. Figure 9 shows the maintenance and replacement process for a storage battery system in three steps, Step 1 to Step 3. This diagram illustrates the interactions between the business operator who uses the storage battery, the storage battery hardware maintainer who maintains the storage battery, and the storage battery data manager who manages the upcycle.

[0044] Step 1 is the process up to when the battery hardware mechanic proposes maintenance and replacement of the battery. In Step 1, operation data is transmitted from the business operator to the battery data manager. Next, the battery data manager analyzes the operation data. Then, if the analysis results indicate that the battery needs to be replaced, the battery data manager issues an instruction to the battery hardware mechanic to maintain and replace the battery. The battery hardware mechanic checks the replacement unit and proposes maintenance and replacement of the battery to the business operator. The replacement unit is a battery unit prepared to replace the battery unit installed in the actual vehicle 11.

[0045] Step 2 is the process up to the point where the battery hardware maintainer sends a replacement battery unit. In Step 2, the business operator who has received a battery maintenance / replacement proposal from the battery hardware maintainer responds to the battery hardware maintainer with a replacement date and time. Next, the battery hardware maintainer arranges for the replacement unit. The battery hardware maintainer then sends the replacement unit from the storage location of the battery unit to the business operator's garage. The battery hardware maintainer then replaces the battery unit at the business operator's garage.

[0046] Step 3 is the process up to the battery data manager receiving the maintenance and replacement completion record. In Step 3, at the operator's garage, the battery hardware mechanic returns the removed replacement unit to the storage location for the battery unit. The replacement unit is the battery unit that was installed in the actual vehicle 11 and was removed from the actual vehicle 11 in order to install a replacement unit. Next, the battery hardware mechanic inspects the replacement unit at the storage location for the battery unit. The inspection results are presented to the operator, who confirms the inspection results. The battery hardware mechanic then sends the maintenance and replacement completion record to the battery data manager. This makes the maintenance and replacement completion record available for viewing by the battery hardware manager.

[0047] [First embodiment] Next, a specific method for replacing a battery unit will be described. First, a first embodiment of the method for replacing a battery unit will be described. In the first embodiment, the battery deterioration index SOH (State of Health) is used as an evaluation index, and battery modules are arranged so as to minimize variation in SOH, and then battery units are replaced.

[0048] FIG. 10 is a diagram illustrating an outline of a storage battery unit replacement method according to the first embodiment. This example illustrates the replacement of storage batteries in three actual vehicles 11, designated Trains 1 to 3. First, a serviced storage battery unit (serviced storage battery unit) is prepared for Train 1, and the existing storage battery unit is replaced with the serviced storage battery unit. Here, the replacement of the storage battery units in the storage battery system (storage battery boxes) designated Battery Box-A, Battery Box-B, and Battery Box-C is shown. The removed storage battery units are then reconfigured using a predetermined method. This method will be described in detail later. The storage battery modules are ranked based on the SOH, and a reconfiguration of the storage battery modules is planned based on this ranking to minimize SOH variation. This makes it easier to create new serviced storage battery units. This process is then repeated. In other words, the new serviced storage battery unit is used when replacing the storage battery in Train 2. At this time, a new refurbished battery unit is also prepared, which will be used when replacing the battery in Train 3.

[0049] FIG. 11 is a flow diagram showing the maintenance and replacement process for a storage battery system. First, the business operator operates the storage battery (S101). That is, the business operator uses the storage battery unit installed in the actual vehicle 11 as a power source. When power is supplied from the current collector 111 or when a power generation device such as an engine or fuel cell is installed, the storage battery is used as part of the power source. Operational data during storage battery operation is sent to the storage battery data management means 18 of the storage battery data manager, who analyzes the operation data (S102). If the analysis results indicate that storage battery replacement is necessary, the storage battery data manager issues a storage battery maintenance and replacement instruction to the storage battery hardware technician via the storage battery data management means 18. At this time, the storage battery data manager also instructs the storage battery hardware technician to prepare a replacement / replacement unit (S103). After confirming that the replacement unit is ready for replacement, the storage battery hardware technician proposes storage battery maintenance and replacement to the business operator via the storage battery data management means 18 (S104).

[0050] The business operator sets the date and time of the battery replacement in the battery data management means 18 (S105) and sends the date and time of the replacement to the battery hardware maintenance person via the battery data management means 18 (S106). The battery hardware maintenance person confirms that the replacement unit is ready for replacement, receives and confirms the date and time of the replacement from the business operator via the battery data management means 18 (S107), and sends the replacement unit from the storage battery unit warehouse to the customer (business operator) garage (S108). Upon receiving the replacement unit at the business operator's garage (S109), the battery hardware maintenance person removes the replacement unit and installs the replacement unit at the business operator's garage. Under the business operator's supervision, the battery hardware maintenance person confirms the specific details of the unit replacement via the battery data management means 18 and records that the replacement was completed as instructed (S110).

[0051] Furthermore, the battery hardware maintenance person returns the replacement unit removed at the business operator's garage to the storage battery unit warehouse (S111). The battery hardware maintenance person receives the replacement unit at the storage battery unit garage (S112). The battery hardware maintenance person inspects the received replacement unit (S113), enters the inspection results into the storage battery data management means 18, and presents them to the business operator. The business operator confirms the inspection results from the storage battery data management means 18 (S114) and accepts the inspection results (work completion) via the storage battery data management means 18 (S115). Once the business operator accepts the inspection results, the battery hardware maintenance person confirms the completion of the maintenance and replacement of the storage battery via the storage battery data management means 18 (S116). The battery hardware maintenance person sends a maintenance and replacement completion record to the battery data manager via the storage battery data management means 18, and the battery data manager receives it (S117). This makes the maintenance and replacement completion record available for viewing by the battery hardware manager. The battery hardware manager can use the storage battery data management means 18 to check the records of supply and recovery of a specified unit, and can check the status of the desired unit (such as the vehicle in which it is installed and where it is stored).

[0052] Next, the battery data manager issues an instruction to the battery hardware maintenance person to replace the battery module of the replacement unit via the battery data management means 18 as necessary (S118). The battery hardware maintenance person who receives the instruction from the battery data management means 18 replaces the battery module (S119). The battery hardware maintenance person then inspects the battery unit after the replacement of the battery module (S120). The battery hardware maintenance person then inputs the inspection record of the battery unit and a notice that the battery module replacement has been completed into the battery data management means 18, and stores the battery unit in a warehouse (S121). The battery data manager then receives a record of the storage completion of the battery unit from the battery data management means 18 (S122). As a result, the inspection record of the battery unit and the record that the battery module replacement has been completed become available for viewing by the battery hardware manager. The battery hardware manager can use the storage battery data management means 18 to check the maintenance records of a specific unit and confirm the status of the desired unit (such as the configuration of the storage battery module).

[0053] FIG. 12 is a diagram that provides a more detailed explanation of S102 in FIG. 11. When a business operator operates a storage battery (S101), a storage battery data manager collects data from the operation of an actual vehicle 11. In this case, at least one of SOHq and SOHr is collected as storage battery information. SOHq is an index that represents the deterioration state of the storage battery's capacity and is also called the capacity maintenance rate. SOHq is defined as (current capacity) / (initial capacity) × 100. SOHr is an index that represents the deterioration state of the storage battery's resistance and is also called the resistance increase rate. SOHr is defined as (current resistance value) / (initial resistance value) × 100. When there is no need to distinguish between the two, they are simply referred to as SOH (storage battery deterioration index).

[0054] From this point onward, either S202 to S207 or S208 to S210 is performed. In S202 to S207, the performance degradation of the storage battery is predicted using the digital twin model, and the predicted future SOH of the storage battery is used to calculate the future SOH distribution of the storage battery. A digital twin is a representation of an actually operating physical facility. Here, a model of the storage battery module is identified as a digital twin (S202). Also, a model of the actual vehicle 11 is identified as a digital twin (S203). Then, performance degradation of the storage battery module is predicted using the digital twin of the storage battery module and the actual vehicle 11 (S204). Next, the standard deviation of the SOH is calculated (S205), and a judgment is made for the storage battery module based on the standard deviation (S206). As a result, if data outside the judgment value is found, the distribution of future SOH data is analyzed (S207).

[0055] Meanwhile, in steps S208 to S210, the current SOH distribution of the storage battery module is calculated using the current SOH of the storage battery collected without using the digital twin model. Here, the standard deviation of the SOH is calculated (S208), and a judgment is made for the storage battery module based on the standard deviation (S209). As a result, if data outside the judgment value is found, the distribution of the current SOH data is analyzed (S210).

[0056] After S207 and S210, a performance degradation determination of the storage battery modules is performed (S211). Here, the storage battery modules are divided into three ranks: characteristic A, characteristic B, and characteristic C. In this case, characteristic A indicates the least performance degradation of the storage battery modules, and characteristic C indicates the most performance degradation of the storage battery modules. Next, a simulation of the recombination of the storage battery modules is performed (S212). This determines how the storage battery modules should be replaced. Furthermore, a storage battery module recombination process is planned (S213).

[0057] FIG. 13 is a diagram that provides more detailed information about S119 and S120 in FIG. 11 . When an instruction to replace a storage battery module is issued (S118), the battery hardware maintenance technician retrieves the analysis results of the storage battery modules (the reconfiguration plan formulated in S213) from the storage battery data management means 18 (S301). Next, the battery hardware maintenance technician references the storage battery data management means 18 to confirm the location of the storage battery modules to be reconfigured (S302). The battery hardware maintenance technician then virtually reconfigures the storage battery modules based on the actual states of the storage battery modules investigated in S113 and determines whether the reconfiguration is feasible (S303). If the reconfiguration is not feasible (Failed in S303) for reasons such as a significant difference between the state initially predicted in S103 and the actual state investigated in S113, the maintenance technician modifies the reconfiguration plan (S304) and returns to S301. On the other hand, if the reconfiguration is feasible (Failed in S303), the maintenance technician performs the reconfiguration of the storage battery modules (S305). The battery data management unit 18 then records the positions (arrangements) of the battery modules after the reconfiguration (S306). Furthermore, it determines whether the reconfiguration plan retrieved in S131 is consistent with the reconfiguration plan (S307). That is, it determines whether the battery modules are assembled according to the reconfiguration plan. If the reconfiguration plan is inconsistent due to a mistake in the reconfiguration or other reasons (NG in S307), a reconfiguration correction work plan is formulated (S308) and the process returns to S305. On the other hand, if the reconfiguration plan is consistent (OK in S307), the process proceeds to S121. When a battery module replacement instruction is issued, the battery hardware maintenance technician's terminal device, which performs the above-described processes in S119 and S120, functions as a reconfiguration management device that manages the reconfiguration of multiple battery modules in multiple battery systems. Although not described here, as described in FIG. 2, the battery data management unit 18 also formulates a plan to update the control software that controls the battery system using a digital twin. This allows not only the hardware storage battery to be upcycled, but also the control software that controls the storage battery system.

[0058] FIG. 14 shows the configuration of a model (simulation model) that simulates the charging and discharging operation of a battery system. First, operation data (real train operation data) is input. The input operation data is converted into a predetermined data format by a simulation model interface (Simulation model Interface (Input)). Then, a simulation is performed using a vehicle model based on the operation data to calculate a running profile. The running profile represents speed over time. This running profile is the result of simulating the change in vehicle speed over time based on the operation data. The calculated running profile is compared with the actual vehicle operation, and the vehicle model is identified based on the difference between the two (Model Identification). Meanwhile, a simulation is performed using a battery model based on the operation data to calculate a charging and discharging profile. The charging and discharging profile represents charging and discharging current over time. This charging and discharging profile is determined for each series unit U shown in FIG. 4. This charge / discharge pattern is the result of simulating changes in the charge / discharge current flowing through series unit U when the vehicle is driven according to the above driving pattern. The calculated charge / discharge pattern is compared with the actual charge / discharge current, and the storage battery model is identified based on the difference between the two (model identification). In other words, the digital twin of the storage battery module simulates the charge / discharge current when mounted on an actual vehicle 11. This makes the simulation results more accurate.

[0059] The driving pattern and charge / discharge pattern are converted into a predetermined data format by a simulation model interface (Simulation Model Interface (Output)). Then, the driving pattern and charge / discharge pattern are analyzed. For example, the charge / discharge pattern is analyzed by calculating the SOH for each series unit U. This SOH can be used to determine when to replace a storage battery unit. The charge / discharge pattern may also be analyzed by calculating the SOH of the storage battery system. Furthermore, if the voltage of the storage battery module or storage battery cell is measured, the SOH of the storage battery module or storage battery cell can also be calculated.

[0060] 15A(a) and 15A(b) are diagrams showing the variation in the capacity maintenance rate (SOHq) of a storage battery module. Of these, FIG. 15A(a) is a diagram showing the relationship between the years of use of a storage battery module and the capacity maintenance rate (SOHq). Here, the horizontal axis represents the years of use of the storage battery module, and the vertical axis represents the capacity maintenance rate (SOHq). FIG. 15A(b) is a diagram showing the relationship between the capacity maintenance rate (SOHq) of a storage battery module and the probability density. Here, the horizontal axis represents the capacity maintenance rate (SOHq), and the vertical axis represents the probability density. As shown in FIG. 15A(a), the capacity maintenance rate (SOHq) decreases as the years of use (aging) of the storage battery module increase. Also, as shown in FIG. 15A(b), the variation in the capacity maintenance rate (SOHq) increases as the years of use (aging) of the storage battery module increase. In FIG. 15A(a), the thick line represents the average capacity maintenance rate (SOHq). When ranking the storage battery modules, a storage battery module that falls within a predetermined range around this thick line is designated as characteristic B. A battery module with a larger capacity maintenance rate (SOHq) than characteristic B is designated as characteristic A. A battery module with a smaller capacity maintenance rate (SOHq) than characteristic B is designated as characteristic C.

[0061] FIG. 15B is a graph showing the variation in the capacity maintenance rate (SOHq) of storage battery modules actually used. FIG. 15B is a graph showing the variation in the capacity maintenance rate (SOHq) of 64 storage battery modules used for more than one year in the same storage battery system. In FIG. 15B, the horizontal axis represents the range of the capacity maintenance rate (SOHq), and the vertical axis represents the number of storage battery modules that fall into that range. The capacity maintenance rate (SOHq) was calculated based on the following formula when charging the storage battery, by measuring the voltage at the start of charging (OCV) [V], the voltage at the end of charging (OCV) [V], and the charging current [A] that flowed during that period.

[0062] SOHq = (charge capacity (measured value) [Ah]) / (charge capacity (initial value) [Ah]) × 100 [%]

[0063] Here, the charge capacity (initial value) [Ah] can be calculated based on the voltage (OCV) [V] at the start of charging and the voltage (OCV) [V] at the end of charging by referring to the charging characteristics of a new battery (a characteristic diagram showing the relationship between voltage (OCV) and storage capacity). The charge capacity (measured value) [Ah] is the integrated value of the charging current [A] that flows from the start of charging to the end of charging.

[0064] As shown in FIG. 15B , the capacity maintenance rate (SOHq) of the storage battery module, which was 100% when new, has decreased and variations have occurred after the storage battery module has been used for over a year. The highest category of capacity maintenance rate (SOHq) is 97.6% to 97.2%, with one storage battery module falling into this category. The category with the most storage battery modules falling into this category is 96.4% to 96.0%, with 18 storage battery modules falling into this category. The lowest category of capacity maintenance rate (SOHq) is 95.2% to 94.8%, with two storage battery modules falling into this category. As such, use of a storage battery module results in a distribution of variations in its capacity maintenance rate (SOHq) centered on its average value.

[0065] FIG. 16 is a diagram showing a method for ranking battery modules according to their state of health (SOHq). In FIG. 16, the horizontal axis represents the state of health (SOHq), and the vertical axis represents the standard density. When actually using battery modules, it is preferable to limit the variation in the state of health (SOHq) to ±10%. In this case, the state of health (SOHq) of the battery module is set to fall within a range of 70% to 90% with 80% as the center. This range is ±3σ. If battery modules falling within this range are ranked into three categories, characteristic A, characteristic B, and characteristic C, battery modules ranked according to characteristic B fall within a ±1σ range. In this case, battery modules ranked according to characteristic B account for 68.3% of the total. Battery modules ranked according to characteristic A and characteristic C each account for 15.7% of the total.

[0066] 17 to 20 are diagrams showing storage battery information of storage battery modules managed by the storage battery data management means 18. FIG. 17 shows storage battery information recorded when the performance degradation of storage battery modules in operation is predicted using the digital twin in S204 of FIG. 12 and the storage battery modules are divided into three ranks, characteristic A, characteristic B, and characteristic C, in S211. The illustrated storage battery information includes an "Operating Item" column showing the locations of storage battery modules present in the actual vehicle 11 in operation, an "Operation History Data" column showing the operation history of the installed storage battery modules, a "SOH Measurement Data (Current)" column showing measurement data of the current SOH, a "SOH Forecast Data" column showing predicted data of the future SOH, a "Classification" column showing the ranking results, a "Storage Battery Replacement Candidate (After Next Maintenance)" column showing the current location of storage battery modules scheduled to be replaced at the next maintenance, and a "Post-Replacement Forecast Data" column showing predicted data of the SOH after replacement. The "Operating Products" column is composed of a hierarchy of a "Formation" column indicating an actual train in operation, a "Box" column indicating a battery box equipped in the actual train, a "Unit" column indicating the location of the battery unit in the battery box, and a "Module" column indicating the location of the battery module in the battery unit. The "Operation History Data" column is composed of a "Start of Operation Date" column indicating the date on which a new or refurbished battery module started operating under a circulation system after being used in an actual vehicle 11 or stored in a warehouse, a "Operation Period" column indicating the elapsed time since the start of operation, and a "Suspension Period" column indicating the period during which the battery module was not used in an actual vehicle 11 after the start of operation. The "SOH Measurement Data (Current)" column is composed of a "SOH" column indicating the current SOH of each battery module installed, a "Standard Deviation" column indicating the variation in SOH of the battery modules installed in the battery box, and a "Determination" column indicating whether or not there is an abnormality in the battery module. The "SOH prediction data" column is made up of a "Next maintenance time" column showing predicted data for the next scheduled maintenance of the actual vehicle 11, and a "Next-next maintenance time" column showing predicted data for the next scheduled inspection. Each column is made up of an "SOH" column showing the SOH of each storage battery module predicted at each time, a "Standard deviation" column showing the variation in SOH, and a "Judgment" column showing whether or not there is an abnormality in the storage battery module.The "Battery Replacement Candidates (After Next Maintenance)" column, like the "In Operation" column, shows the current placement of the battery modules that are scheduled to be placed, at the level of the "Format," "Box," "Unit," and "Module" columns. The "Post-Replacement Forecast Data" column is composed of an "SOH" column that shows the predicted SOH of each battery module at the time of replacement, and a "Standard Deviation" column that shows the variation in SOH.

[0067] The digital twin model predicts the SOH for the next and following maintenance periods, and this SOH prediction data is recorded for each battery module. Each battery module is identified by the train set, box (battery system, battery box), Unit (battery unit), and Module (battery module) in which it is located. Box (battery system, battery box) A of train set L2 contains 16 Units (battery units), which are named Unit-1 to Unit-16. Each Unit contains four Modules (battery modules), which are named MD11, MD12, MD21, and MD22. It can be seen that of the battery modules in Unit-1 of box A of train set L2, which will be removed at the next maintenance, the one in MD11 will be ranked C, and those in MD12, MD21, and MD22 will be ranked B and rearranged. It can also be seen that the battery unit (battery module) in box A of train set G1 (stored for maintenance) is scheduled to be installed in box A of train set L2 at the next maintenance. When installed, it can be seen that the SOH at that time will be approximately 98%, and the standard deviation, which indicates the variation in SOH, will be 1.0.

[0068] Here, the "X" in the "Judgment" column of the "Next Maintenance Time" column indicates that the SOH of the storage battery module in MD11 of Unit-1 is predicted to be in an abnormal state that makes it unsuitable for use at the time of the next maintenance. In this case, since it is predicted that the performance of the storage battery module will not be able to be maintained at the time of the next maintenance, replacement is recommended at the time of the next maintenance. This makes it possible to predict when the SOH will reach its limit rather than deciding to replace the storage battery, and to propose upcycling the storage battery while the storage battery is still performing as desired. If the SOH reaches its limit and a malfunction occurs in the storage battery system, from a safety perspective, it takes time to identify the malfunctioning storage battery module. Therefore, the storage battery system and storage battery module cannot be reused until the cause of the malfunction is identified. However, this malfunction can be avoided. The storage battery data management means 18 calculates the future SOH using a digital twin of the storage battery module and the vehicle using the storage battery module. This makes it possible to evaluate the value improvement of the storage battery. Furthermore, the storage battery data management means 18 uses the digital twin to obtain the future SOH at the time of maintenance of the actual vehicle 11. This makes it possible to replace storage battery units in accordance with regular maintenance of the actual vehicle 11.

[0069] FIG. 18 shows battery information for stored battery modules, which is recorded when a battery module recombination trial is performed in S212 of FIG. 12 and a battery module recombination plan is created. Much of the battery information shown is the same as that shown in FIG. 17 , but instead of the “Measured SOH Data (Current)” and “Predicted SOH Data” columns, a “Stored Item SOH Data” column shows the SOH data for the stored battery units (modules). The “Stored Item SOH Data” column is composed of a “Start of Storage” column showing data (past data) from the start of storage, a “Current” column showing current data, and a “Next Maintenance Time” column showing predicted data for the next scheduled maintenance. Similar to the “Measured SOH Data (Current)” column in FIG. 17 , each column is composed of a “SOH,” a “Standard Deviation,” and a “Judgment” column. The location in the storage warehouse where the battery modules removed during the next maintenance will be placed (stored) as a result of the recombination trial is recorded. Four battery modules (MD11, MD12, MD21, and MD22) are stored in Unit-1 of Box A of train set G1 (storage). These battery modules began operation under a rotation system on February 1, 2023. The operating and idle periods are both 0.42 years. Furthermore, the SOH at the start of storage is 100% with a standard deviation of 0. This indicates that new or refurbished battery modules were immediately stored in the storage facility. It can also be seen that the current SOH is 98% and the predicted SOH at the time of the next maintenance is 97%. After the next maintenance, the battery module removed from train set L2 during the next maintenance will be reassembled and stored in place of the current battery module, and will be stored for the next maintenance (swap). For example, it can be seen that the battery module currently in MD11 of Unit-1 of Box B of train set L2 will be installed in MD11 of Unit-1 of Box A. Although not shown in the figure, a new or refurbished battery module may be placed after the next maintenance. In such a case, the location of the storage facility where the new or refurbished battery module is stored is displayed. It can be seen that the SOH at the time of the next maintenance will be approximately 97%, and the standard deviation, which indicates the variation in SOH, will be 1.0.

[0070] 19 is a diagram showing battery information for confirming whether a stored battery module is ready for replacement in S104 of FIG. 11 . The illustrated battery information includes a “Battery Address (Post-Replacement Address)” column indicating the location of the stored battery unit (battery module) after replacement, a “Replacement Module Location (Pre-Replacement Address)” column indicating the current location of the storage battery unit (battery module) before replacement, and a “Confirmation Result” column indicating whether the storage battery unit (battery module) before replacement is ready for replacement. The “Battery Address (Post-Replacement Address)” column is configured in a hierarchy of “Format,” “Box,” “Unit,” and “Module” columns, similar to the “Operational Item” column in FIG. 17 . The "Replacement Module Location (Address Before Replacement)" column shows the current location of the storage battery modules before replacement, in the hierarchy of the "Train Formation," "Box," "Unit," and "Module" columns, similar to the "Storage Battery Replacement Candidate (After Next Maintenance)" column in Figure 17. The "Confirmation Result" column is composed of a "Status" column that shows the replacement preparation status of the storage battery unit (storage battery module) before replacement, and a "Confirmation" column that shows whether replacement is possible. A battery hardware maintenance technician who receives a battery maintenance / replacement instruction and an instruction to prepare a replacement / alternate unit from the battery data administrator via the battery data management means 18 receives a maintenance / replacement instruction from the battery information to replace, for example, the battery unit (battery module) stored in Unit-1 (MD11) of Box A of train set G1 with Unit-1 (MD11) of Box A of train set L2. The battery hardware maintenance technician confirms the replacement readiness status of the corresponding battery unit (battery module) via the battery data management means 18 and inputs this confirmation result into the battery data management means 18. The battery data management means 18 determines and displays whether replacement is possible based on the input replacement readiness status. For example, if a battery module is in the process of being installed in a battery unit or if a battery module has been temporarily removed from a battery unit for maintenance, this is displayed in the "Status" column, and "NG" is displayed in the "Confirmation" column, indicating that replacement is currently not possible. When it becomes possible to replace all of the old storage battery units (storage battery modules), the storage battery data management means 18 proposes maintenance and replacement to the customer.In addition, if it is required that storage battery modules are incorporated into storage battery units and stored in a warehouse in a replaceable state, the hierarchy of storage battery modules may not be displayed, and the "Status" and "Confirmation" columns may be displayed for each storage battery unit. Also, maintenance replacement may be proposed to the customer only when all of the storage battery units (storage battery modules) before replacement are in a replaceable state.

[0071] FIG. 20 shows battery information for confirming the position (arrangement) after the battery module has been replaced in S110 of FIG. 11 . Much of the battery information shown is the same as that shown in FIG. 19 , but a “Swapping Position Record” column has been added, indicating the battery unit (battery module) that has actually been replaced on the actual vehicle. The “Swapping Position Record” column, like the “Battery Replacement Candidate (After Next Maintenance)” column in FIG. 17 , shows the arrangement of the replaced battery unit (module) before the replacement, in a hierarchy of “Train Form,” “Box,” “Unit,” and “Module” columns. The “Confirmation Result” column differs from that shown in FIG. 19 , and is composed of a “Status” column indicating the replacement status of the battery unit (battery module) and a “Confirmation” column indicating whether the replacement has been completed. A battery hardware technician at the customer's site checks battery information via the battery data management means 18, removes a battery unit (battery module), installs (replaces) a new battery unit (battery module), and then inputs the results of the work into the battery data management means 18. After the replacement of all battery units (battery modules) is complete, the completion of the replacement work is recorded in the battery data management means 18. This allows the customer and the battery hardware manager to confirm the completion of the replacement work. Note that if it is required that the replacement work be performed on a battery unit with a built-in battery module, the battery module hierarchy may not be displayed, and the "Status" and "Confirmation" columns may be displayed for each battery unit.

[0072] FIG. 21 compares the battery module arrangement before and after the battery module rearrangement. The upper part of FIG. 21 shows the arrangement before rearrangement (before maintenance). The battery units installed in each battery system (battery box, box) shown as Battery Box-A, Battery Box-B, and Battery Box-C are indicated by thick lines. That is, each battery system (battery box, box) houses 16 battery units. Each battery unit houses four battery modules. The results of ranking each battery module are shown. That is, each battery module is ranked from characteristic A to characteristic C.

[0073] The middle part of Figure 21 shows the state after recombination. Here, as a first plan, battery modules with characteristic A are placed in Battery Box-A. Battery Box-B is also placed with a mixture of battery modules with characteristic A and battery modules with characteristic B. Battery Box-C is also placed with a mixture of battery modules with characteristic A and the remaining battery modules with characteristic C. However, in this case, the battery modules with characteristic C are subject to replacement. Battery modules with characteristic C are collected by battery hardware suppliers and recycled into cell materials. Alternatively, they can be refurbished and diverted to other lines or other equipment with less stringent SOH requirements.

[0074] The bottom part of Figure 21 shows the final state after reconfiguration. The battery modules with characteristic C to be replaced are replaced with refurbished or new battery modules, and Battery Box-C is configured with a mixture of battery modules with characteristic A and refurbished or new battery modules. In this case, the battery data management unit 18 can be said to plan the battery module layout so that modules with the same or adjacent ranks are housed in the same battery system based on the ranking results. This makes it easier to reduce SOH variations. Furthermore, the battery data management unit 18 can be said to not use battery modules with a relatively poor SOH ranking and to plan their replacement with refurbished or new ranked battery modules. This allows the battery circulation system to be utilized to maintain the performance of the battery system (battery boxes, boxes). The battery data management means 18 may also develop and display a plan for recycling battery modules that will no longer be used (recycling, repurposing to other lines, repurposing to other devices, etc.).

[0075] In the first embodiment, the storage battery data management means 18 functions as a storage battery management device that manages multiple storage battery systems containing multiple storage battery modules. The storage battery data management means 18 can also be said to have the functions of an acquisition means that acquires storage battery information, which is information about each storage battery module, and a planning means that plans the layout of storage battery modules to be contained in the storage battery system so as to reduce variation in predetermined evaluation indices that affect the performance of the storage battery modules. In the first embodiment, the evaluation indices are SOH. In this case, the evaluation indices can also be said to be the deterioration levels of the storage battery modules. This allows for more accurate evaluation of the performance of the storage battery. Furthermore, because the storage battery modules are interchangeable and equivalent, the initial capacities and resistance values ​​can be considered to be equivalent, and the current capacities and resistance values ​​can be used as evaluation indices for the deterioration levels of the storage battery modules. This also allows for a simple evaluation of the performance of the storage battery.

[0076] Second Embodiment Next, a second embodiment of the storage battery replacement method will be described. In the second embodiment, the temperature at which the storage battery modules are used is used as an evaluation index in addition to the deterioration level of the storage battery modules, and the layout of the storage battery modules is planned so as to reduce the variation in the deterioration level of the storage battery modules. The following description will focus on the differences from the first embodiment.

[0077] FIG. 22 is a diagram showing the temperature distribution when the storage battery modules are in use. Here, the Battery Box houses 16 storage battery units, Unit-1 to Unit-16, and each of Unit-1 to Unit-16 houses four storage battery modules, designated MD11, MD12, MD21, and MD22. FIG. 22 also shows the temperature distribution inside the Battery Box (box). In this case, the diagram shows that the temperature increases from the bottom to the top of the diagram for each of the locations of Unit-1 to Unit-8 and Unit-9 to Unit-16.

[0078] FIG. 23( a ) illustrates a method for ranking battery modules based on the temperature at which they are used. In FIG. 23( a ), the horizontal axis represents the temperature at which the battery modules are used, and the vertical axis represents standard density. FIG. 23( b ) shows the actual temperature data used to create the graph in FIG. 23( a ). When actually using battery modules, the temperature variation is centered at 24°C and falls within a range of 22°C to 26°C. This range is ±3σ. If battery modules falling within this range are ranked into three categories, P to R, battery modules ranked with Q fall within a ±1σ range. In this case, battery modules ranked with Q account for 68.3% of the total. Battery modules ranked with P and R account for 15.7% of the total, respectively. In FIG. 22 , the ranking results are indicated by (P), (Q), and (R).

[0079] FIG. 24 is a diagram showing battery information for battery modules managed by the battery data management unit 18. While much of the battery information shown is the same as that shown in FIG. 19 , it adds a “Temperature Measurement Data” column showing temperature information for each battery module and a “Classification” column showing the ranking results based on this temperature information. The “Temperature Measurement Data” column includes a “Maximum MD Temperature” column showing the maximum temperature of each battery module and a “Standard Deviation” column showing the variation in maximum temperature. The “Temperature Measurement Data” column may display temperature information that affects the aging performance of the battery. For example, among indicators of the aging performance of a battery, the capacity retention rate decreases more rapidly (performance degradation) when the battery cell is charged and discharged at a higher temperature. Furthermore, the internal resistance increase rate increases more rapidly (performance degradation) when the battery cell is charged and discharged at a lower temperature. In this way, the maximum, minimum, average, and / or cumulative temperature of each battery module may be displayed for aging performance, which has a significant impact.

[0080] 25 is a diagram showing the arrangement of battery modules after recombination in the second embodiment. For each of Unit-1 to Unit-8 and Unit-9 to Unit-16, battery modules with characteristic P are preferentially arranged in the lower part of the figure. Battery modules with characteristic R are preferentially arranged in the upper part of the figure. As a result, battery modules with characteristic Q are more likely to be arranged in the center of the figure.

[0081] In the second embodiment, the evaluation index is the temperature at which the storage battery module is used in addition to the degree of deterioration of the storage battery module. The storage battery data management means 18 ranks the storage battery modules according to the temperature and, based on the ranking results, plans the placement of the storage battery modules so as to reduce the variation in the degree of deterioration of the storage battery modules. This further reduces the variation in the degree of deterioration of the storage battery modules and improves the aging performance of the storage battery system. Specifically, based on the ranking results, the storage battery data management means 18 places a storage battery module that has been used in a location with a relatively high temperature in a location with a relatively low temperature, and places a storage battery module that has been used in a location with a relatively high temperature in a location with a relatively low temperature. This makes it possible to more uniformly distribute the progression of deterioration of the storage battery modules.

[0082] The mass of a single railway car is approximately 40 tons, while that of a passenger car is at most 2 tons, making the mass ratio 20 times. In other words, a battery electric multiple unit (BEMU) needs to be equipped with a storage battery capacity roughly 20 times that of an electric vehicle (EV). Furthermore, to correspond to this mass ratio, a storage battery output of about 20 times is required, but to increase output without increasing current loss, the storage battery voltage is made as high as possible. Battery electric multiple units (BEMUs) often use a voltage of around 600 to 1800 V to match typical drive systems.

[0083] In the case of Li-ion batteries, the voltage of a single cell is around 3.6V, and to ensure high voltage, a large number of cells must be connected in series. For example, a series connection of 192 cells will ensure 691V. Furthermore, to ensure the required battery capacity, the number of cells connected will increase even further, such as in two or three parallel connections. To make it easier to install and remove automotive batteries from a vehicle, a certain number of battery cells are often organized into a module, and multiple battery modules are then organized into a unit, forming a handling unit.

[0084] On the other hand, storage battery cells such as Li-ion batteries store (charge) and release (discharge) electric charge through chemical reactions between the positive and negative electrode materials. A predetermined potential difference (OCV: Open Circuit Voltage) is generated depending on the stored electric charge. Because chemical reactions are involved in the power storage operation, repeated chemical reactions cause deterioration of the storage battery cell. Known deterioration of a storage battery is characterized by a decrease in capacity (indicated by the capacity retention rate) and an increase in internal resistance (indicated by the internal resistance increase rate). The capacity retention rate and the internal resistance increase rate are collectively referred to as "SOH (State of Health)."

[0085] The progression of battery degradation varies from cell to cell, due to the chemical reactions involved in the energy storage operation. For example, if there is variation in the progression of degradation among multiple battery cells connected in series, the performance of the battery in the series is determined by the battery cell with the highest degree of degradation. Regarding capacity degradation, since the current flowing through the series is the same for each battery cell, the other battery cells cannot store more energy than the battery cell with the lowest capacity retention rate. As a result, the overall charge / discharge capacity of the series appears smaller. Regarding internal resistance increase, since the current flowing through the series is the same for each battery cell, the battery cell with the highest internal resistance increase rate experiences the largest voltage increase and drop, reaching the maximum / minimum cell allowable voltage, which limits the overall charge / discharge current of the series. Therefore, the aging performance of battery cells can be stabilized by minimizing the differences in the progression of degradation as much as possible. The same is true for battery modules.

[0086] In a conventional technology example, multiple secondary batteries whose charge / discharge states are controlled independently of each other are used, and a fuel cell is connected to the multiple secondary batteries and charges each of the secondary batteries. However, this configuration only allows control of one series unit. When one series unit is composed of multiple storage battery modules, the charge / discharge of each storage battery module cannot be controlled. In other words, one series unit cannot equalize the degradation states of the multiple storage battery modules.

[0087] On the other hand, in this embodiment, it is possible to provide a battery management device, a battery management method, and a battery management system that can improve the performance of the battery system over time by quantifying the variation in the deterioration state of the battery modules that make up the battery system and recombining them with battery modules that are in a similar state of deterioration.

[0088] In this embodiment, the reassembly is performed using the storage battery module as the final replacement unit, but the reassembly may also be performed using the storage battery unit as the replacement unit. Furthermore, although a plurality of storage battery units are replaceably mounted in the storage battery system (storage battery box) of the actual vehicle, and a plurality of storage battery modules are replaceably mounted in the storage battery unit, a plurality of storage battery modules may also be replaceably mounted directly in the storage battery system of the actual vehicle.

[0089] The above-described processing performed by the storage battery data management means 18 is realized by cooperation between software and hardware resources. That is, a processor in a computer provided in the storage battery data management means 18 loads software that realizes each of the above-described functions into memory and executes the software, thereby realizing each of the functions.

[0090] Although the present embodiment has been described above, the technical scope of the present invention is not limited to the scope of the above embodiment. It is clear from the claims that various modifications and improvements to the above embodiment are also included in the technical scope of the present invention.

[0091] 11... Actual vehicle, 13... Actual vehicle control unit, 15... Rail, 16... Power supply unit, 17... Route, 18... Battery data management means, 31... Wide-area information transmission line, 32a... Wide-area information transmission / reception unit, 34... In-area information transmission line, 35a... In-area information transmission / reception unit, 36... In-area information transmission / reception base, 111... Power collection device, 117... Main motor, 118... Auxiliary equipment, 121... Main transformer, 122... Drive control unit, 122a... AC / DC converter, 122b... DC / AC inverter, 123, 123a, 123b, 123c... Battery system, 124... Auxiliary power supply unit, 131... AC voltage detector (ACPT), 132... AC current detector (ACCT), 133...DC voltage detection means (DCPT), 134...DC current detector, 135...DC voltage detector, 141...train information control device, 141a...controller, 141b...router, 142a...AC / DC converter control unit, 142b...DC / AC inverter control unit, 143...battery control device, 144...auxiliary power supply control device, 150...display, 160...antenna, 181...data analysis means, 181a...simulation vehicle means, 181b...battery reconfiguration judgment, 182...module reconfiguration plan, 183...control parameter optimization

Claims

1. A railway battery management device that manages a plurality of battery unit elements that are replaceably installed in a railway vehicle, the railway battery management device comprising: an in-operation battery information acquisition means for acquiring information regarding the degree of deterioration of a plurality of battery unit elements installed in a railway vehicle in operation; a stored battery information acquisition means for acquiring information regarding the degree of deterioration of a plurality of battery unit elements stored outside the railway vehicle; and a battery management information display means for displaying information regarding the degree of deterioration of a plurality of battery unit elements during operation and in storage.

2. A management device for railway storage batteries as claimed in claim 1, characterized in that the storage battery unit elements in storage are new or refurbished storage battery unit elements.

3. A management device for railway storage batteries as claimed in claim 1 or 2, characterized in that the storage battery management information display means displays the current and future predicted SOH of a plurality of storage battery unit elements.

4. A management device for a railway storage battery as claimed in any one of claims 1 to 3, characterized in that the storage battery management information display means displays information relating to the variation in the degree of deterioration of a plurality of storage battery unit elements.

5. A management device for railway batteries as claimed in claim 4, characterized in that the storage battery management information display means displays a rank of the deterioration level of each storage battery unit element.

6. A management device for railway batteries as claimed in any one of claims 1 to 5, characterized in that the storage battery management information display means displays a replacement plan for a plurality of storage battery unit elements that reduces the variation in the deterioration levels of the plurality of storage battery unit elements installed in a railway vehicle.

7. A management device for railway batteries as described in any one of claims 1 to 6, characterized in that the storage battery management information display means displays a replacement plan for a plurality of storage battery unit elements for replacing storage battery unit elements with relatively worse degrees of deterioration with new or reconditioned storage battery unit elements.

8. A management device for railway batteries as claimed in any one of claims 1 to 7, characterized in that the storage battery management information display means displays a replacement plan for multiple storage battery unit elements installed in the same storage battery system, the replacement plan being for storage battery unit elements of the same rank or adjacent ranks, which is information regarding the variation in the degree of deterioration of the storage battery unit elements.

9. A management device for railway batteries as claimed in any one of claims 1 to 8, characterized in that the storage battery management information display means displays a control change plan for changing the control of a storage battery system composed of a plurality of storage battery unit elements, together with a replacement plan for a plurality of storage battery unit elements.

10. A management device for railway batteries as described in any one of claims 1 to 9, characterized in that the storage battery management information display means displays a control change plan for changing the control of a drive system powered by power from a plurality of storage battery unit elements, together with a replacement plan for a plurality of storage battery unit elements.

11. A management device for railway batteries as claimed in any one of claims 1 to 10, characterized in that the storage battery management information display means displays a replacement plan for a plurality of storage battery unit elements mounted on a railway vehicle before one of the plurality of storage battery unit elements reaches a predetermined degree of deterioration.

12. A management device for railway storage batteries as claimed in any one of claims 1 to 11, characterized in that the storage battery management information display means displays a circulation plan for regenerating storage battery unit elements replaced from railway vehicles into storage battery materials.

13. A management device for railway batteries as claimed in any one of claims 1 to 12, characterized in that the storage battery management information display means displays a circulation plan for installing storage battery unit elements replaced from a railway vehicle in a railway vehicle of another line.

14. A management device for railway batteries as claimed in any one of claims 1 to 13, characterized in that the storage battery management information display means displays information regarding the temperatures of a plurality of storage battery unit elements during operation.

15. A management device for railway batteries as described in any one of claims 1 to 14, characterized in that the storage battery management information display means displays a replacement plan for multiple storage battery unit elements that reduces the variation in the deterioration levels of multiple storage battery unit elements installed in a railway vehicle, based on information regarding the temperatures of the multiple storage battery unit elements during operation.

16. A management device for railway batteries as claimed in any one of claims 1 to 15, characterized in that the storage battery management information display means displays a replacement plan for a plurality of storage battery unit elements in which storage battery unit elements that have been placed in positions where the temperature during operation is relatively high are placed in positions where the temperature during operation is expected to be relatively low.

17. A management device for a railway battery as claimed in any one of claims 1 to 16, characterized in that the storage battery unit element is a storage battery module contained in a storage battery unit mounted in a battery box of a railway vehicle.

18. A management device for railway storage batteries as claimed in any one of claims 1 to 17, characterized in that the management device for railway storage batteries uses a digital twin to predict information relating to the future degree of deterioration of storage battery unit elements.

19. A railway battery management method for managing a plurality of battery unit elements replaceably mounted on a railway vehicle, wherein a railway vehicle having a plurality of battery unit elements replaceably mounted thereon transmits information relating to the degree of deterioration of the plurality of battery unit elements, a railway battery management device acquires information relating to the degree of deterioration of a plurality of battery unit elements mounted on the railway vehicle in operation, a storage battery information transmission means transmits information relating to the degree of deterioration of a plurality of battery unit elements stored outside the railway vehicle, the railway battery management device acquires information relating to the degree of deterioration of a plurality of battery unit elements stored outside the railway vehicle, and the railway battery management device displays information relating to the degree of deterioration of a plurality of battery unit elements during operation and in storage.

20. A railway battery management system comprising: a railway vehicle equipped with a plurality of interchangeably mounted storage battery unit elements and transmitting information regarding the degree of deterioration of the plurality of storage battery unit elements during operation; a stored battery information transmitting means for transmitting information regarding the degree of deterioration of the plurality of storage battery unit elements stored outside the railway vehicle; an in-operation battery information acquiring means for acquiring information regarding the degree of deterioration of the plurality of storage battery unit elements mounted on the railway vehicle during operation; a stored battery information acquiring means for acquiring information regarding the degree of deterioration of the plurality of storage battery unit elements stored outside the railway vehicle; and a battery management information display means for displaying information regarding the degree of deterioration of the plurality of storage battery unit elements during operation and in storage.

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